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The label RUDDER, in cyan, is positioned above the rudder trim
tab position digital readout. The range of rudder trim position is from
L12 to R12, and with L being nose left and R being nose right. The analog
scale consists of a horizontal white bar with three tic marks on the
top of the bar. The digits 10, in white, are displayed at the left and right
ends of the scale, respectively. A white takeoff trim band is located on
the top of the horizontal scale between +5 and -5. There is a pointer
which moves along the bottom of the scale in accordance with the digital
readout of the rudder trim tab position. If the rudder trim is not
within the takeoff band while the airplane is on the ground the digital
display will have a white box around it. CAS messages and crew alerting
are the same as described in pitch trim. Pitch, aileron, and rudder
trim indications are available on page 2 of the backup engine/system
pages on the RMU.
Pilot’s Manual
PM-132A 5-25
MACH TRIM
Mach trim is a fully automatic system installed to increase longitudinal
stability and counteract nose-down tendency at high Mach numbers. A
circuit card in the #1 IC performs all the computational aspects for
Mach trim and signals the primary trim actuator to apply trim as necessary.
Airspeed information provided by the ADCs is used by the IC
in computing the trim requirement.
The pitch trim selector (Figure 5-4), located on the center pedestal, must
be in the PRI position for Mach trim to be functional and the autopilot
must be disengaged for the Mach trim to become active. If the autopilot
is engaged, it performs the pitch trim function using the secondary trim
actuator and the Mach trim is in a passive mode. Mach trim automatically
becomes active at 0.725 MI. Nose up trim will be applied as Mach
increases and nose down as Mach decreases. When the horizontal stabilizer
position changes, two Mach trim position sensors apply feedback
signals to the IC. Mach trim is interrupted whenever the manual
trim is activated. The system resynchronizes to function about the new
horizontal stabilizer position when manual trim is released. If the IC
detects a fault within the Mach trim system function, a fail is posted on
the CAS and the overspeed cue on the airspeed indicator will also adjust
to indicate a Mach limit of 0.76 to 0.78 MI.
The following CAS illuminations are specific to the Mach trim:
CAS Color Description
MACH TRIM FAIL Amber Mach trim function has failed and aircraft
speed is greater than 0.76 to 0.78MI.
MACH TRIM FAIL White Mach trim function has failed and aircraft
speed is equal to or less than 0.76 to 0.78MI.
Pilot’s Manual
5-26 PM-132A
STALL WARNING SYSTEM
The stall warning system, also referred to as the Angle-of-Attack
(AOA) system, is installed to provide the crew with an indication of impending
airplane stall. The stall warning system consists of two independent
systems which use a dual channel computer.
Other system components include two AOA sensors, control column
shaker motors and an interface with the PFDs. Left and right AOA indicators
are available as an option. Each channel of the computer generates
a reference signal to the corresponding stall vane and, in return,
receives AOA information. The computer then processes this information
with airspeed, altitude, flap setting, and weight-on-wheels inputs
to determine the stall warning indications. The left and right stall warning
systems are powered from the left and right essential buses respectively.
The circuits are protected by the L STALL WARN and R STALL
WARN circuit breakers located on the pilot’s and copilot’s circuit
breaker panels (FLIGHT group).
STALL WARNING INDICATIONS
As the airplane approaches stall speed, stall warning indications are activated.
The shaker speed will be above the stall speed at the most critical
weight and Center of Gravity (CG). The stall warning computer
sums inputs of AOA and altitude shift along with flap position from
the flap position indication unit. Stall warning is biased for each flap
setting. The stall warning system provides the following aural, tactile,
and visual indications when the predetermined conditions have been
reached:
(1) The left and right channels of the computer drive lowspeed
cues on the pilot’s and copilot’s PFDs respectively.
The low-speed cue is a vertical red bar on the
inside of the airspeed tape which rises from the bottom
of the tape as the airplane AOA increases. The point at
which the red bar reaches the airspeed pointer will
coincide with the point at which other stall warning
　
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